The subject of the diploma thesis is the elaboration of documentation for the issuance of a joint decision (DÚSP) for the project Modernization of Brněnská Street in Miroslav. The reason for the modernization is the emergency condition of the existing road and its unsatisfactory technical solution. The communication of functional group B (collection) is located in the urban area of the city. As part of the modernization of Brněnská Street, modifications of intersections, exits, sidewalks and parking spaces are also addressed.

This document is intended to give an overview of the human subject study in a driving simulator that was conducted by the Chair of Traffic and Transportation Psychology (Verkehrspsychologie – VPSY) of the Technische Universität Dresden (TUD) to provide the Chair of Automotive Engineering (Lehrstuhl Kraftfahrzeugtechnik – LKT) of TUD with the necessary input for the validation of a stochastic traffic simulation, especially for the parameterization, consolidation, and validation of driver behaviour models. VPSY planned, conducted, and analysed a driving simulator study. The main purpose of the study was to analyse driving behaviour and gaze data at intersections in urban areas. Based on relevant literature, a simulated driving environment was created, in which a sample of drivers passed a variety of intersections. Considering different driver states, driving tasks, and traffic situations, the collected data provide detailed information about human gaze and driving behaviour when approaching and crossing intersections. The collected data was transferred to LKT for the development of the stochastic traffic simulation.

This thesis brings an overview about scene rendering using the ray tracing method. It describes aspects used when creating the application which uses this method such as intersection computation, lighting and shading models etc. It also describes the basic algorithm used for rendering one frame. Each class of the object oriented design is described. There is also detail explanation what is the purpose of the each class in the model and what are the most important used methods. The work also contains demonstration application showing the usage of model in practice.

京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第18766号 / 理博第4024号 / 新制||理||1580(附属図書館) / 31717 / 京都大学大学院理学研究科数学・数理解析専攻 / (主査)准教授 伊藤 哲史, 教授 上田 哲生, 教授 雪江 明彦 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DFAM

京都大学 / 0048 / 新制・論文博士 / 博士(理学) / 乙第13201号 / 論理博第1560号 / 新制||理||1635(附属図書館) / 京都大学大学院理学研究科数学・数理解析専攻 / (主査)教授 宍倉 光広, 教授 泉 正己, 教授 國府 寛司 / 学位規則第4条第2項該当 / Doctor of Science / Kyoto University / DFAM

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / The continuous flow intersections (CFI) increase the operational capacity of road systems with congestion problems, by using shared lanes located at the access points before the intersection. However, the CFI presents road safety risks that increase the likelihood of vehicle collision. This article proposes a geometric design composed of raised delineators at a traffic-light intersection, whose objective is to eliminate the points of primary conflicts caused by the left turns of the vehicles. To do this, a study was conducted to identify the different maneuvers present in a wide cross-type intersection in a commercial area located in the city of Lima. A total of 3219 vehicles was collected, of which 561 vehicles turned left demonstrating the high density of this type of maneuver. The effectiveness of the proposed design is validated using a microsimulation in the Vissim program. The results show that it was reduced from 58 to 8 points of conflict, increasing operational capacity by 34.97%. Finally, the risks caused by CFI decreased by 83%. / Revisión por pares

Advance warning signals (AWS) provide information warning drivers in advance of the end-of-green phase for an approaching signalized intersection. The purpose of this research was to develop guidelines for the placement of AWS in Utah, both conditions to evaluate the need for AWS installation and guidelines for the AWS system design. The conditions were based on literature of other transportation agencies that had similar AWS systems and were developed using the Policy Delphi method. The Policy Delphi method is the development of a specific policy area through the means of discussion by a committee of experts correlating views and information involving opportunity to react and assess different viewpoints until the committee is in agreement over the policies being recommended. Six conditions are recommended and discussed in detail, including: limited sight distance, posted speed, isolated intersection, high crash rate, approach grade, and heavy vehicle traffic volume. The guidelines for the AWS system design included details about three components: AWS component, advance detection component, and signal timing component. An evaluation matrix was developed by the Policy Delphi method for the purpose of evaluating and prioritizing a group of intersections for AWS installation. A total of 24 intersections were identified by the Utah Department of Transportation for this project that helped to develop and verify the conditions and evaluation matrix. The recommended guidelines and evaluation matrix results are described.

With substantial health and economic impacts attached to many highway-related projects, it has become imperative that the models used to assess air quality be as accurate as possible. The United States (US) Environmental Protection Agency (EPA) currently promulgates the use of CAL3QHC to model concentrations of carbon monoxide (CO) near roadway intersections. This model uses steady-state and macroscopic methods to model the physical phenomena (e.g., emission rates, atmospheric dispersion, etc.) occurring at intersections. These methods are not straightforward and unintuitive for the users. Therefore, this project investigated the possibility of developing a model that is theoretically more realistic and flexible than CAL3QHC. The new model entitled, Traffic Air Quality Simulation Model (TRAQSIM), uses a microscopic approach by modeling vehicle movements and dispersion in a simulation environment. Instead of steady-state plume equations used in the CAL3QHC model, TRAQSIM uses a discrete puff methodology that can be used to model time-based dispersion of pollutants. Most of the components incorporated into TRAQSIM have been drawn from existing methodologies and therefore, are not new. However, the combination of these different methods into a single integrated model is new and presents a novel approach to such a model. Initial verification and sensitivity/trend studies of the model indicate that TRAQSIM uses reasonable/realistic traffic parameters and behaves intuitively correct. A validation study showed that TRAQSIM produces good results when compared to actual measured data with an overall R2 value of 0.605 for 11 scenarios comprising 264 data points. Although most statistical parameters showed CAL3QHC agrees better overall with measured data (R2 value of 0.721), the comparisons were mixed on a scenario-by-scenario basis; that is, CAL3QHC showed better results for 6 scenarios and TRAQSIM showed better results for 5 scenarios. Additional tests with larger datasets, which were beyond the scope of this work, could be conducted to obtain more definitive conclusions and allow further development of TRAQSIM. While CAL3QHC is a mature model that has been developed over many years, TRAQSIM is new and has much more potential for improvement. The physical parameters used in TRAQSIM allow it to be more directly (more logically) improved than the approximations used in CAL3QHC. In addition, although the fundamental-level modeling in TRAQSIM make it a more complex model internally, it is much more intuitive for the user to understand and use.

While weaving maneuvers occur on every type of roadway, most studies have focused on freeway maneuvers. Weaving occurring on non-freeway facilities, such as arterial streets, can cause significant operational problems. Arterial streets weaving typically occur when vehicles coming from a side street at an upstream intersection attempt to enter the main street from one side to reach access points on the opposite site at a downstream intersection by crossing one or more lanes. This dissertation investigates the type of problems occurring on arterial streets due to the weaving movements and recommends a new design to alleviate weaving on arterial streets. Firstly, the dissertation examined the different weaving movements occurring between two close-spaced intersections at two sites in Florida and explained the breakdown conditions caused by the weaving movements at the two sites. Secondly, the dissertation proposed a new design, Right Turn Split (RTS), to alleviate the delay caused by the weaving movements. The new design proposed separating the worst weaving movement entering the arterial from the other movements and providing a separate path for this movement. The new method is easy to implement and does not require much right of way. Thirdly, the dissertation compared two microscopic models, SimTraffic and VISSIM, to choose the most suitable model to be used to study the operational benefits of the RTS design. Based on the results of the comparison, it was decided to use SimTraffic for the analysis. Fourthly, the dissertation proposed a new calibration and validation procedure for microscopic simulation models. The procedure was applied on SimTraffic using the traffic data from the two studied sites. The proposed procedure appeared to be properly calibrating and validating the SimTraffic simulation model. Finally, the calibrated and validated model was used to study the operational benefits of the RTS design. Using a wide range of geometric and volume conditions, 729 before and after pairs were created to compare the delay of similar scenarios before and after applying the RTS design. The results were analyzed graphically and statistically. The findings of the analysis showed that the RTS design provided lower delay on the arterial street than the original conditions.

Analysis of intersection crashes is a significant area in traffic safety research. This study contributes to the area by identifying traffic-geometric characteristics and driver demographics that affect different types of crashes at signalized intersections. A simple methodology to estimate crash frequency at intersections based on the size of the intersection is also developed herein. First phase of this thesis used the crash frequency data from 1,335 signalized intersections obtained from six jurisdictions in Florida, namely, Brevard, Seminole, Dade, Orange, and Hillsborough Counties and the City of Orlando. Using these data a simple methodology has been developed to identify the expected number of crashes by type and severity at signalized intersections. Intersection size, based on the total number of lanes, was used as a factor that was simple to identify and a representative of many geometric and traffic characteristics of an intersection. The results from the analysis showed that crash frequency generally increased with the increased size of intersections but the rates of increase differed for different intersection types (i.e., Four-legged intersection with both streets two-way, Four-legged intersection with at least one street one-way, and T-intersections). The results also showed that the dominant type of crashes differed at these intersection types and severity of crashes was higher at the intersections with more conflict points and larger differential in speed limits between major and minor roads. The analysis may potentially be useful for traffic engineers for evaluating safety at signalized intersections in a simple and efficient manner. The findings in this analysis provide strong evidence that the patterns of crashes by type and severity vary with the size and type of intersections. Thus, in future analysis of crashes at intersections, the size and type of intersections should be considered to account for the effects of intersection characteristics on crash frequency. In the second phase, data (crash and intersection characteristics) obtained from individual jurisdictions are linked to the Department of Highway Safety and Motor Vehicles (DHSMV) database to include characteristics of the at-fault drivers involved in crashes. These crashes are analyzed using contingency tables and binary logistic regression models. This study categorizes crashes into three major types based on relative initial movement direction of the involved vehicles. These crash types are, 1) Initial movement in same direction (IMSD) crashes. This crash type includes rear end and sideswipe crashes because the involved vehicles for these crashes would be traveling in the same direction prior to the crash. 2) Initial movement in opposite direction (IMOD) crashes comprising left-turn and head on crashes. 3) Initial movement in perpendicular direction (IMPD) crashes, which include angle and right-turn crashes. Vehicles involved in these crashes would be traveling on different roadways that constitute the intersection. Using the crash, intersection, and at-fault driver characteristics for all crashes as inputs, three logistic regression models are developed. In the logistic regression analyses total number of through lanes at an intersection is used as a surrogate measure to AADT per lane and also intersection type is introduced as a 'predictor' of crash type. The binary logistic regression analyses indicated, among other results, that at intersections with one-way roads, adverse weather conditions, older drivers and/or female drivers increase the likelihood of being at-fault at IMOD crashes. Similar factors associated with other groups of crashes (i.e., IMSD and IMPD) are also identified. These findings from the study may be used to develop specialized training programs by zooming in onto problematic intersections/maneuvers.